Train-stopping apparatus.



G. G. NAUGLE.

. TRAIN SIQPPI NG APPARATUS.

APPLICATION FILED MAY 26, 1914;

Patented Apr. 13, was

3 SHEETS-SHEET 1 G. G. NAUGLE.

TENN STOPPING APPARATUS. APPLICATION FILED MAY 26, I914.

3 flHEETB-SHEET 2.

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r I i Patented Apr, 13, 1915.

G. 'G NAUGLE.

TRMN STOPPING APPARATUS. APPLICATION FILED mvzs, 1914.

1 1 35 916, Eatentsd Apr. 13, 1915.

a sums-sass? s.

W y? 5: it!

TEAIN-STGEFING- AFEAEATES.

Specification of Letters Eetent. tggfi Aggy, @13 figLl-t,

Application riled File 28, 1914. Serial No. 841,123.

This invention relates to improvements in train stopping apparatus and has particular application to the car carried mechanism of such apparatus.

In carrying out the present invention, it is my purpose to provide automatic train stopping apparatus wherein. the throttle valve lever and the engineers brake valve will be under the influence of motors adapted to he placed in operation when the train enters the danger zone whereby the throttle valve will he closed and the engineers brake. valve operated to cut oil the-flow of steam to the drive cylinders and effect an appliestion of the brakes to the Wheels.

It is also my purpose to provideappsratus of the class described wherein by means of an indicator or counter, the proper road officials may determine the number or times the train stopping apparatus has been brought into service.

A further object of the invention is the provision of apparatus of the type set forth ivhich will embrace the desired features of simplicity, etliciency, and durability, which may he installed and maintained at a minimum expense and which will operate slice lively under all conditions.

With the above and other objects in view, the invention consists in the construction, combination and arrangement of parts hereinaiter set forth in and falling Within the scope of the claims.

in the-accompanying drawings; Figure l is a longitudinal sectional view through the throttle valve actuating motor, the throttle valve lever being shown in side elevation. Fig. 2 is e similar view through the engineers brake valve actuating motor, the brake valve being shown in top plan. Fig. 3 is a diagrammatic view of the car carried mechanism. Fig. 4 is a view in elevation or" the indicating rlevice, the cover of the casing being removed and parts shown in section. Fig. 5 is a view in side elevation of the indicator. F 6 is a view in end elevation thereof. Fig/7 is a top glen view of the latch bar of the indicator. Fig. 8 is a cross sectional view through the controlling valve of the apparatus. Fig. 9 is a diagrammatic plan view of a portion of the car carried mechanism.

. Referring now to the drawings in detail, 1 designates the throttle valve rod of e locomotive, while 2 indicates a bracket secured to theend of the boiler within the locomotive cab adj scent to the outer end of the rod 1 and extending outwardly from the boiler parallel with the rod. Extending upwardly from the bracket 2 is an arm 3 and pivoted upon the arm 3 is the upper end of the throttle lever 4t, such lever being formed with a slot 5 in which works a pin 5 carried by the rod 1. Thus, when the throttle lever is swung about itspivotal connection with the arm 3 in one direction the rodl will be moved tn close the throttle valve, While when the lever 4 is swung in the opposite direction a pull will be exerted upon the rod 1 with the efi'ect to 'move the throttle valve to open position. Suitably connected with the outer end of the bracket 2 is a motor comprising, in this instance, a hori- Zontel cylinder 7 within which is mounted for sliding movement a piston 8 and con nected with the piston 8 and projecting outwardly of the inner end of the cylinder is a hollow piston rod 9 surrounding the outer end of the throttle valve rod 1, vvhile encircling the piston rod 9 within the cylinder is acoiled expansion spring 10 having one end shutting the inner head of the cylinder and the opposite extremity engaging the confronting face of the piston, such spring acting to hold the piston normally at the outer end of the cylinder 2 whereby the throttie valve lever l may be freely manipulated by the engineer, the rod 1 slidinghecl: and forth ivithiithe piston rod 9 in the manual operation of the throttle valve under the action of the lever 4.

ll designates the engineers brake valve by means of which the air brake system of the train is controlled and connected with the handle of such valve and extending outwardly therefrom coextensive therewith is:

I be placed in communication with the main an arm 12 having one sid edge formed with th'e'brake pipe or train line air pipe of the brake system whereby the brakes will be applied to the wheels of a car or train. Surrounding the piston rod 16 within the cylinder 14 is a coiled expansion spring 17 having one end abutting the inner head of the cylinder, that is, to say, the head of the cylinder adjacent to the brake valve, and the opposite extremity in engagement with the confronting face of the piston 15, suchspring acting to maintain the piston 15 nor-' mally at the outer end of the cylinder 14.

a The cylinders 7 and 14: of the motors are connected with a fluid conducting ,pipe 18. Depending from the locomotive or other motor car is a bracket 19 and connected to the bracket 19 and supported thereby is a controllin valve 20 comprising a casing 21 having a orizontal bore 22 formed therein provided with right angular ports 23, 24. Leading from the port 23 is a pipe 25 connected with the pipe 18, while connecting the port 24 with the main air reservoir-of the air brake system of the car or train is a pipe 26. Rotatably mounted within the bore 22 is a plug 27 formed with asubstantially V-shaped cavity 28 adapted when the plug is "in one position to establish communication between the ports 24 and 23 where by the cylinders 7 and 1-1 of the motors will air reservoir, and when in another position,

' to establish communication between the port 23 and the atmosphere by way of a vent opening 29 formed in the casing 21 whereby the fluid in front of the pistons in the cylinders 7 and 14 may be exhausted to theatmosphere. Extending outwardly from one end of the plug27 is astem and connected with the stem and depending therefrom is a handle 30 lying normally in a vertical plane.

. Normally, the plug 27 is in such a position that the cavity 28 therein establishes -communication between the port 23 and the vent aperture 29 thereby maintaining the ends of the cylinders 7 and 14 in communication with the atmosphere, the springslO and 17 within such cylinders holding the pistons at the forward ends thereof. On the other hand, when the handle 30 is IOClFQd' torotate the plug 27 within the bore 22 in the casing 21, the cavity 28in such plug establishes communication between the ports 2st. and 23 and cuts off communication between the port 23 and the atmosphere. Thus, the cylinders 7 and 1 are placed in communication with the source of supply and the pistons within such cylinders actuated against the action of the springs therein with the'efi'ect to swing the throttle valve lever and close the throttle valve and actuate the engineers brake valve to apply the brakes. I

Mounted one above the other and suitably connected to the under surface of the locomotive or motor car are horizontal bearings rear of the handle 30 and slidably mounted within the upper bearing 31 is a horizontal rod 32, while similarly mounted within the lower bearing is a horizontal rod 33. The rear ends of the rods 32 and 33 contact with the forward edge of the handle 30, while disposed between the forward cnds of such rods is a support 34: and fulcrumed upon such support is a vertical lever formed, above and below the fulcrum point thereof with slots 36, 37 respectively within which work pins 38 carried by the forward ends respectively of the rods 32 and ranged at the opposite sides of the lever 35 are retractile springs 39 having the lower ends t e of connected with the lever and the upper ends connected'with the support 34: and such springs act to hold the lever. 35

.31 disposed in advance of the forward and normally in a'vertical position and restorc the same to such position succeedin the" swinging of the lever. By means 0 this construction, it willbe seenthat when pres- 1 sure is applied to the front edge of the lever 35 at the lower end thereof, such lever will be swung about its pivot point in one direc-.

tion whereby therod 33 will slide rearwardly and the rod 32 forwardly and as the rod 33 slides rearwardly the handle 30 of the valve 20 is swung to rotate theplug 27 to establish connnunicatien between the source of supply and the cylinders 7 and 14 as pre viously described. On the contrary, when pressure is applied t6 the rear edge of the lever 35 adjacent to the lower end thereof the rod 33 slides forwardly and the rod 32 rearwardly whereby the handle 30 of the valve is swung to rotate the pug'27 to estabposition succeeding the re lish communication between the source of In order to swing the lever 35, suitable I track obstacles are employed and arranged along the trackway at the necessary points and rendered active when traffic conditions warrant and normally held inactive. Thus, it will be seen that when a motor. car is InOV- 1 mg m a forward direction, the forward npsmrdly therefrom is msssio silgs of we love: an acsive obstacle, whils when the ass is traveling rear @161 firsa, r the normal Qli ecii n of traffic ieyersed, tbs rear edge of the lover will engage the sciivs traok obssacls the springs @Qqestoring 'a'ne lever 539 normal position Wham suchlever is relieved oi? the influence of t les obstacle.

v The free end of the plug with an outwardly p10 ti 27 is piroviclsd n shank anal a (1 extending an 40 designed to swing with the arm U5 -cl dispossd adjzv cent :0 tbs forward and oi iii of movement of film ai'ni l6 is a casing ll arranged transvorsely of and supported in any suitable manner. Slidably mount-43d will in horizontally nlining bearings mounted Within the casing 41 adjacsnt to she bottom Wall thereof a horizontal latch bar 42 having one end. thereof working Within a slot :Eozngsd in one edge Wall of she co 1g "'1"" n .1 1 and tne projecting end 01 his latcn lmr l is in the of the 21113) %0 while interposed lletween the inner and of the latch bar and the adjacent edge wall of {he casing 4-1 a coiled expansi'n spring A- hsving one end abutting the inns? and of the nor and suitably fastened iliZI'GiO and the opposite end engaging fills eds Wixll of is cnsingancl sscurocl thereto. s the :11 i0 swings in the rotation of the plug 2? of the Qiiiitl'Olllllg valvesnch arm engages; {no o vr- 'illy projec connscted Wlill'l such Shani jecting encl or nose of 4'3 and sides the lastin into ll against the action of the spring when the rear edge of the arm 1 i'mss on the A 4 n 'Dm' the sprin restore the latch bail to nor" locking the iii-in 4 position 21ml muin a' cmitmlling valve L whereby comm" "itiun between of supply and tlm E 5% 7 ii'ill motors mnii'itninwl. in rder '9: the arm 40 oi {ho inl'iuvmis oi the latch liar 42, one side oi the izi't'toi' is oqiiippor Wiili outwardly oximnl pin 45 (ii work within a slot in one sills Mali oi the casing 41 and equipped lVlHIl the knob 46 is gzmwpm' pressure: may lie applizzl slide the lmr into tin: against the notion n?" the sprit 4 :ino onus release he i ills arm i0. the (log 5 'vqual to the erably mounted Within a recess therein. Also engaging the teeth of the ratchet wheel and giivotm to the adjacent side wall of the assing ll is holding clog or pawl 32. in the inward movement of the latch bar 42 under the action oflilie illfll ill the (log 31 acts upon the ad izzccnt tooth of the ratchet wheel 5-) to miststliermtcei' through the distance .of one tooth and as 'lio sm'insis ll react to restore the latch our to latching position flftil the arm A; has posed over the same the (log 5.31 idle" mm tile tooth oi" the ratchet wheel :30 and tile dog 52 holds the ratchet win-n1 50 against i'ctmgimlo movement. In the movement oi the l: ioli lmi under the action. of film knob i and pin if) to release 7 again rotates the rsicliet \YliQll 30 through the (list-moo of one tooth 'nnil two n'mvements of the i'utoliet wheel yozziiie the COllfii'ciiillcifl 4-4) L. distance space b *en the imis thereon visible llil' 'illflll'illi? sight opening 49 and the adjacent inusliei'eliy bringing the next inn iiim VlUW so that blio number of times that tin: apparatus lino been brought into service may determined.

From the A @Cil})ii0l tzilron in cnnnvm'ion wit the accompanying \Cl1'il'\iings. on; (:onsu'uctioni mode of operation and mminey of empioying my invention will be z'omlily amnii'sni. will be seen that I have provided automatic train stopping uppiai-zitus Whine the nopeliin; power of iii-e moim- 0212' 1 off :incl the brakes applied in ve n" of the cm or train onone, wherein the appahowl on and rear end first and whereby the nmnlnex' of opm'ntiol s of the apparatus may be reiulilv and quio i ascsi'tainrl.

if dosiret-cl, apm'op iate mechanism may lbs she con ,lling valve 20 mil position from the Cali of the locomotive thereby eliminating the necosof the onvineei' lose-ending from the cal). In the m' sent instzm L3. this restoring mocha- \'GTtiC?.l lQVPI' 52 pivoted lvesween its on anti i122 ving: the upper end :lieroot under nc control of she engineer and lie lower eml pivotally connected with i one extremity of norizont-Lil rod 53 noon on IS mounted blosii caoable of slici- (lecl Wl ill a laterally through an opening the rod 53 at opposite sides of the block 54 are collars 56, 67. Normally, the block 55 abuts the collar 56 and when the arm 40 moves under the action of the arm 30, as previously described, the block 54 slides along the rod 53 toward the collar 57, the rod 53 swinging downwardly about its piv otal connection with the lever 52, in' the sliding of the block 54. To restore the arm 40 and the plug of the valve 20 to normal position,.-the lever 52 is sw g about its fulcrum whereby the rod 53 moves rearwardly so that the collar 57 will abut the block 54- and carry the latter to'norm'al position. If necessary, a connection may be established between the-rod 53 and the latch bar +12 so that the latter will be retracted in the movement of the rod 53 to restore the controlling valve.

While I have herein shown and described one preferred form of my invention by way of illustration, 1 wish it to be understood that I do not limit or confine myself to the precise details of construction herein described and delineated, as modification and variation may be made within the scope of the claims without departing from the spirit of the invention. 3

I. claim:

1. In train stopping apparatus, a motor adapted to cut off the propelling power of the train, a source of supply for said motor,

means controlling communication between said motor and source, and means for actuating said first means to establish communication between said motor and source, said last means comprising horizontal rods movable in relatively opposite directions simultaneously, a lever fulcrumed between its ends, and connections between said rods and lever at the opposite sides of the fulcrum thereof.

2. In train stopping apparatus, a motor adapted to cut off the propelling power of the train, a source of supply for said motor, means controllingcommunication between said motor and source, and means for actu-J ating said first means to establish communication between said motor and source, said last means comprising horizontal rods movable in relatively opposite directions simultaneously, a lever fulcrumed between its ends, connections between said rods and lever at the opposite sides of the fulcrum thereofla latch for holding said first means in actuated position, and means for operating said latch to release said first means.

In train stopping apparatus, a fluid motor adapted to cut oil the propelling power of the car. a source of supply for said motor, a valve controlling communication between said motor and source. a handle depending from said valve, horizontal reds disposed one above the other-and movable in relatively opposite directions simultaneously, said rods being disposed upon one side of said handle and each having one end in engagement with the adjacent edge of the handle, a lever fulcrumed between its ends and capable of swinging movement, and, connections between the free ends of said rods and said lever at the opposite sides of the fulcrum of the latter whereby when the lever is swung in one direction or the otherthe rods will be actuated to open said valve.

4. In train stopping apparatus, a fluid motor adapted to cut oil" the propelling power of the car, a source of supply for said moto a valve controlling communication betw n said motor and source, a handle depending from said valve, horizontal rods disposed one above the other and movable in relatively opposite directions simultaneously, said rods being disposed upon one side of said handle and each having one end in engagement with the adjacent edge of the handle, a lever fulcrumed; between its ends and capable of swinging movement, connections between the free ends of said rods and said lever at the opposite sides oil? the fulcrum of the latter whereby when the lever is swung in one direction or the other the rods will be actuated to open said valve,

and means for restoring. said lever to normal position and adapted to ma'intaln the samein such position.

5. .In train stopping apparatus, a fluid motor adapted to cut off the propelling power of the car, a source of supply for said motor, a valve controlling communication between said motor and source, a handle dependingfrom said valve, horizontal rods disposed one-above the other and movable in relatively opposite directions simultaneously, said rods-being disposed upon one side of said handle and each having one end in engagement with the adjacent edge of the handle, a lever fulcrumedbetween its ends and capable of swinging movement, connections between the free ends of said rods and said lever at the opposite side of the fulcrum of the latter whereby when the lever is swung in one direction or the other the rods will be actuated to open said valve, and springs for restoring said lever to normal position and maintaining the same in such position.

6. In train stopping apparatus, a fluid motor adapted to cut oil the propelling power of the car, a second motor designed to actuate the engmeers brake valve, a source f supply for said motors, a valve controlling communication between said motors and source, a handle depending from said valve,

horizontal rods di posed one above the other and movable in relatively opposite directions simultaneously, said rods being dis- 'fiosegl upon one side of mitl handle and each or the other the rods will be actuated to, open aving one end in engagement with the adsaid valve. 10

' jacen't edge of the handle, a lever fulcrumed In testimony whereof I aflix my signature between its ends and capable of swinging in presence of two Witnesses.

5 movement, and connections between the free GIRABD GRANVILLE NAUGLE.

ends of said rods and said lever at the oppo- Witnesses:

site sides of the fulcrum of the letter where: THOS. I. STRAWBRIDGE, bywhen the lever is swung in one direction 5 ALVIN A. Roma. 

